Francis b



(No Model.) 2 sheetssheet 1.

I'. B. BADT.

ELECTRIC: RAILWAY. No. 480,543. Patented Aug. 9, 1892.

FHLZ.

FUSE.

WITNEEEEE 'INVENTUH @Wzawbzzf JWM www Www# hwy fm- Mmmm-Tf.y

(No Model.) A 2. Sheds-Sheet P. B. BADT.

BLEUTRIG RAILWAY.

No. 480,543. Patented Aug. 9, 1892.

FIEHQ 6 XU LX X3 1 FUELS. WITNEE'EE. @NN/ENTER Mkb Qu?" @Www/QM@ATTUHNET.

UNITED STATES PATENT OFFICE.

FRANCIS B. BADT, OF CHICAGO, ILLINOIS, ASSIGNOR OF TWO-FIETHS TO LESTERS. HILLS AND A. M. SEARLES, OF SAME PLACE.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 480,543, dated August9, 1892.

Application filed December 19,1891. Serial No. 415,668. (No model.)

To all whoml it may concern:

Beit known that I, FRANCIS B. BADT, a subject of the King of Prussia,residing at Chicago, Cook county, Illinois, have invented a new anduseful Improvement in Electric Railways, of which the following is aspeciiication.

My invention relates to improvements for operating electricstreet-railways, and particularly concerns itself with means for andmethods of supplying current from underground cables or main conductorsto ya moving car on the surface. It is illustrated in the accompanyingdrawings, wherein-- Figure lis a diagrammatic View of the parts in theirrelative vertical positions. Fig. 2 is a similar partly-diagrammaticcross-section.

Fig. 3 is an enlarged detail of the transformer and its associatedparts. Fig. 4 is a cross-section showing the application of the devicein an ordinary underground conduit. Fig. 5 is a detail of a mechanicalswitch.

Like parts are indicated by the same letter in all figures.

A is an underground cable containing two conductors B C, which may bearranged in any desired manner with reference to each other. The cableproper is composed of successive sections, each of which is securely letinto the side of the box E by means of the 4stuffing-box D. Within thisbox the main conductors may bebared and a hand-hole provided and fromthem lead the terminals of the primary coil E, contained within theconverter-box G and in opposition to the secondary coil H, whoseterminals lead through the stuffing-boxes J J into the switch-box K. Theboxes E and Gr are preferably tightly filled by means of the tunnels L Lwith oil of such character as to assist in insulation. In the box K islocated the switch consisting of the electro-magnet or solenoid M, whichis ineluded in the local circuit composed of the conductors M M2,leading, respectively, from the sectional rails M3 M4. Opposed to theelectro-magnet or solenoid M is the pivoted armature N, normallydisengaged from the contact-block N', which forms one extremity of theconductor which leads from the secondary converter-coil. The otherconductor O from the secondary leads through thestuing-box O to thesectional rail M4. The funnels L L and the hand-hole may be sealed inany desired manner after the oil is introduced. Thus the sealing andinsulating of the wires within these chambers are accomplished. Thearmature N may be held away from the contact-point N by spring, gravity,or otherwise, as may be convenient. The rails M3 M4 are made insuccessive fairly-well insulated sections laid upon the surface. Thesesections may be of any suitable length, but preferably, as shown,slightly less in length than the distance between the trolley-wheels R Rand S S.

T T are the wheels of the cars running on the rails U U and carrying themotors V W.

The switehdevice is designed, as hereinafter explained, to throw theconductor-rails next in advance of the car into circuit in time topermit these rails to furnish the working current as soon as the car ismoved forward over them to the proper position.

In Fig. 4t I have shown a modification of my device in diagram,exhibiting its application to conduits already constructed. Here therails X X' may be supported on the crossbars X2 and receive,respectively, the trolleys X3 X4, which are connected in any suitablemanner with the moving car above. One of the rails X may be connectedwith one extremity of the secondary converter-coil H and the otherbymeans of the switch X15 with other rails. I have shown here aswitch-box;but in Fig. 5 I show more iu detail a mechanical switch which will servethe purpose of making the circuit when the car has approached the railsthrough which it is desired to have the current led. In this case, asbefore, the rails are sectional and insulated to a degree and two setsof trolley-Wheels are used, one preferably associated with the forwardend and the other with the rear end of the car. The forward trolleyWheels are called K3 X4, and the rear may be indicated by X5 X6; but theforward set has a downwardly-depending pin XT and the rear set has asimilar pin X3. The switch-handle X9 on the box X15 is normally in theposition shown in full lines in Fig. 5 and the circuit is broken. As theforward trolley-track is carried on by the car the pin X7 engages theend of the handle and carries it round to IOO something like theposition shown in the dotted lines, where the circuit is closed and iremains closed until the rear trolley. coming up with its pin X8,restores the parts to their original position.

The use and operation of my invention are as follows: Given anunderground cable a1- ranged and disposed as indicated in the diagrams,there will be in such cable two or more conductors, preferably carryinga high primary wires, and when the local secondary circuitl is closedwill generate in such local circuit a low potential-say fifty-volt curirent-which is to be used to drive motors on the cars. If for any reasonthe local circuit is closed, no particular loss of current ensues, for

the insulation easily obtained is substantially sufficient to confinethe current of such low voltage. Moreover, if by any possibility a localshort circuit should be completed by accident small damage, if any,would`be done on account of the low voltage of the local current. Suitablefuse-plugs would be placed in any or all of the circuits or connections,as desired, for the purpose of insuring safety, and the car ispreferably provided with two motors, though moreor less could be used,andwith two setsfof trolley-wheels, brushes, or rollers or the like. Oneset will be placed forward on the car and the other toward the rear. Theconductor rails or strips are preferably arranged between the tracks orrails on which the car is supported, and consist each of successivesections insulated in the ordinary manner and so far as may beconvenient from each other. tions are each slightly less in length thanthe distance between the two sets of trolley-s Various means may bedevised for closing the switch in the first instance to start the caras,for example, a storage-battery cell or two may be associated with thecar. Assuming that current taken up by the forward trolleys is beingpassed through the motors on the car and through the magnet of theswitch to hold its armature up and the circuit closed, the

is being supplied to operate the car and to keep the rear rail-sectionsin circuit through the `rear trolley. At the same time the forwardtrolleys, being connected, as shown,with

the rear trolleys, a circuit is closed through the switch associatedwith the next converter, and a suiicient current is diverted throughsuch circuit to close the switch or lift up the armature and completethe circuit through SuchV current cr currents i These secf of trolleyswill be receiving current.

the secondary coil of the forward converter.y This brings the forwardtrolleys into circuit and they lead a current through the motor ormotors of the car. When the rear trolleys pass od of the set ofconductor-rails on which they are acting, they will of course cause therelease of the switch and the local circuit connected with these railswill be broken; but before this action takes place, since theconductor-rails are somewhat less in length than the distance betweenthe trolleys, the forward trolleys will have passed onto the secondsuccessive or forward conductor-rails and will have brought them intocircuit and the current will be supplied throughthem, as last abovedescribed. Now when the rear trolleys pass onto the next set of railsthey `will be thrown into circuit in a manner similar to that Ilastabove described. Thus there will be a successive making of circuits byone set ot trolleys for the other set; but at least one set will alwaysbe in `circuit and the -car-,motorswill always be receiving current fromone and the greater portion of the time from both trolleys. To moreparticularly describe this relation and the circuits, I may add that inthe position shown in Fig. l the local circuit with the motor V is asfollows: From the secondary coil H through the conductor O to rail M4 totrolley R, through motor V `back to the other trolley R and rail M3,thence through conductor M to the varmature N to contact N to the otherextremity of the secondary coil I-I, and current is being furnished tothis motor at the same time, and by means of the conductors Z Z currentis led to the forward trolleys S S, and from them al local circuit iscompleted through the conductors M2 M', including the magnet M. Thismagnet is therefore energized and draws up its armature and thus closesthe local circuit, which includes the rail-sections upon which thetrolleys S S are resting. This circuit will so remain closed. as long asthere is current passing through either-of the motors or received byeither of the sets of trolleys, and in the same manner the circuit onthe rear set of trolleys would be closed `or kept closed. The circuit-received by either set of trolleys is momentarily broken at the pointof separation between the ends of the adjacent rails; but one set oftrolleys being always in circuit the two switches are always closedafter the car is started.

Referring to the mechanical switch, which might of course besubstituted,the motion of the forward trolley with its projecting ,pincloses the switch, while the rear trolley following lifts it open; butone mechanical switch will thus always be closed andone set trolleys, asshown, are arranged in two `sets of two trolleys each, and they may, forconvenience, be called fore-and-aft trolleys. -The circuits from onerail through the electro- `magnet or solenoid to the other rail and fromone rail to the other through the secondary coil of the converter I callpart circuits.

IOO

IIC

The rails are in sections, and the sections may be described as arrangedin sets, meaning thereby the two opposite or associated rails.

I claiml. In an electric-railway system, the `combination of exposedconductor-rails arranged in sections and adapted to be brought intocircuit with the moving motor with insulated main conductors, a seriesof converters, each having a primary coil permanent in the main circuitand a secondary coil having a part circuit terminating at each end inone exposed rail, said part circuit normally open, and devices to closethe same ou the approach of the car, said devices including apermanentlyclosed conductor between the rails with which the ends ofsuch part circuits are connected.

2. In an electric-railway system, the combination of exposedconductor-rails arranged in sections and adapted to be brought intocircuit with the moving motor with insulated main conductors, a seriesof converters, each havin g a primary coil permanently in the maincircuit and a secondary coil having a part circuit terminating at eachend in one exposed rail, said part circuit normally open and devices toclose the same on the approach of the car, said devices comprising apermanentlyclosed conductor between the rails with which the ends ofsuch part circuits are connected, and an electro-magnet or solenoidabout which such conductor passes.

3. In an electric-railway system, the combination of exposedconductor-rails arranged in sections and adapted to be brought intocircuit with a moving motor with insulated main conductors, and a seriesof converters, each having a primary coil permanently in the maincircuit and a secondary coil having a part circuit terminating at eachend in one.

exposed rail, said circuit normally open and devices to close the sameon the approach of the car, and fore-and-aft trolleys in multiple andadapted one set to furnish the current which operates such devicesassociated with the other set.

4. In an electric-railway system, the combination of exposedconductor-rails arranged in section and adapted to be brought intocircuit with a moving motor with insulated main conductors, and a seriesof converters,

each having a primary coil permanently inv the main circuit and asecondary coil having a part circuit terminating at each end in oneexposed rail, said circuit normally open and devices to close the sameon the approach of the car, and fore-and-aft trolleys in multiple andadapted the one set to furnish the current which operates such devicesassociated with the other set, said devices including each apermanently-closed conductor between'the two rails with which the endsof the open part circuit are to be controlled are connected.

5. In an electric-railway system, the combination of exposedconductor-rails arranged in sections and adapted to be brought intocircuit with a moving motor with insulated main conductors, and a seriesof converters, each having a primary coil permanently in the maincircuit and a secondary coil having a part circuit terminating at eachend in one exposed rail, said circuit normally open and devices to closethe same on the approach of the car, and fore-and-aft trolleys inmultiple and adapted one set to furnish the current which operates suchdevices associated with the other set, the shortest distance betweenthefore-and-aft trolleys being greater than the length of therail-sections.

6. In an electric-railway system, the combination of an insulatinghigh-tension-eurrent system permanently including the primary coils ofsuccessive converters, with local lowtension part circuits normallyopenand including each the secondary of one converter and terminating in thepartially-insulated but exposed sectional conductors from which themoving motor derives its current and a switch in each ot' such localcircuits, 'and fore-andaft trolleys arranged in sets, each set adaptedto supply current to close the switch and thus close the local circuitfor the time being, associated with the other set and also to supplycurrent to the motor to run the car.

7. In an electric-railway system, the combination ofhigh-tension-current mains with converters whose primary coils areperma-` nently in circuit, exposed sectional conductors with which themotor on the car is adapted to be connected, local part circuitswhoseterminals are opposite rails, one of such local circuitsnormallybroken and containing the converter secondary coil and the otherpermanently closed, and means connected with the latter to close theformer responsive to a current delivered from the car.

8. In an electric-railway system, the com.

bination of high-tension-current mains with a series of primaryconverter-coils in multiple therewith, a series of exposed sectionalconductors arranged in sets, the secondary. coil of each converterconnected in multiple with one set of rails by a normally-broken localpart circuit, a motoren the moving car, trolleys on such car in multipleand adapted to simultaneously engage the rails of a set, and meansoperated from the car to close such. local circuit. 9. In an electricrailway system, underground insulated high-tension mains, a triplecompartment-box through one compartment jef which said mains pass,converter-coils in. the second compartment, and a local circuitswitchmechanism in the third compartment, suitable conductors connecting theelements in `the-various compartments, and two conductorsleadingrespectively, to the conductors from which the motor on the carreceives its current.

FRANCIS B. BADT. Witnesses:

WALTER J.GUNTHOR1 VIRGINIA WILLEY.

IOS

IIO

IZO

